Flying-machine.



W. B. OLIVER. FLYING MACHINE.

APPLICATION FILED NOV. 12,1909.

1,096,263, Patented May 12, 1914.

2 SHEETS-831E111 1.

lmwwiw WiZZiamB. ozzw;

I w. B. OLIVER. FLYING MACHINE.

APPLICATION FILED NOV. 12,1909.

1,096,263. I Patented May 12, 1914.

HGI

2 SHEETS-SHEET 2.

Wz'ZZiamB. Olive];

WILLIAM B. OLIVER, or co LI'NesWoon, nnwfmnenyg FLYING-MAGHINE;

Specification of Lettersgatent.

Patented Marla. 1

Application filedflovember 12, 1999. -Seria11l'o.:52,7 6'02.

To all whom it may concern;

Be it known that 1, WILLIAM B. OLIvnR, a citizen of the United States, and a resident of Oollingswood, in the county .of Camden and State of New Jersey, have invented certain new and useful Improvements in Flying-Machines, whereof the following is a specification, reference being had to the accompan-ying drawings.

In said drawings the invention is illustrated as applied to an acre-plane, but as. will be stated hereafter, its scope is ,not re- 7 stricted to such embodiment.

One of the great di-fliculties in aviation is the tendency of the aeroplane to tilt, either laterally or in a fore-and-aft direction,-

owing, for instance, to varying .a-ir pressures I 'upon differing parts, or, .to the change .of-

- position of the aviator.

I While manually operable devices are provided-to 'correct'this tendency, such devices require great, skill and constant attention on the .part ofthe aviator for their operation, such demands upon. him, being of course, additional tothose which are required for the steering'ot 1 the aeroplanenpo-n a'givencourse,

For'con-venience of description, the .term

F normal equilibrium may be employed to;- "indicate the desired relation. between the-.-

main axes, fore-and-a ftand transverse,"of the acre-plane, or other flying machine, and

. the plane 'of -the :horizon, althoughii-t will be noted that such relation is not necessarily lated to the purposes ofthe-present inven-.

one of parallelismat all times, since -in the; act of rising or'descendin'g,-the 0re-andaft main axis of the structure must be inclinedto the horizon, and in-describing a curved flight, inclination of the transverse main? axis is desirable. v v p .7

The objectof my invention is'to a -itongfat-ically maintain the normal equilibrium; ofaiflying machine -1I1 a predetermined poslt'io'n, or series .of positions, during flight, thus relieving theaviator from the necessity of constantly manipulating the regulating de-' vices, and-even permittlng him to shift his position upon the structure itself, Said automatic control may vbe employed incombination with the ,usualdevices for m'anually-..

controlling the-regulating devices.

Inthe aeoompanyingdrawings, Figure 1,

represents. n :perspective and diagrammati cally, a biplane, without the reanextensionusuall' employed in, connection therewith, and is ows typical elements which are ref sifon bars -9, of the main; ramework; The

,ablegi idin' pul'leys',the cords '75, and 76, be ng 0me together by a movable piston v Which will lie described later on. I

'controlofsmd wings is obtained by attacht ion. F' 'II is a'front view illustrating the automatic control 'fQ ,t'h air'vallve 3.7;- Fig.

III is a'partial side gelevation.,-thereof.; Fig.v 1 I IV is a vertical ,transyerse' sectionthrough the valve chest 32; Fig. V i'safl etaihyiew of the pressure cylinder... .GQHtIollin-g the;

movement of the ifront plfins ;6 and '7.

As the general structure .of the ,device is I well linown, it-I iS.,l1 0.t deemednecessary to describe n detail the'yarlonspartthereof,"

nd indicate the movable framew'or at -3,'an'd 4 respectively. .6, and 7', lndlcatethe ,pair of front planes by, means oi wh chthe fore-and iaft posi iqn" of the aeroplane is afiectedlsaidpl;1,nes ,6, an'rl'l, I

being secured to a [rectangular frame 5,

which is a i zta( :l,1'ed' to the axle 8,- rotatably mounted in thel for-wardly .rojecting extentside wings: 1,,and2, gare'controllable .in opv-position to? one another, ,by means of cords 10, 1'1, 75, and/Z6, which passaround'suit rod7fl, exten ing through the cylinder 72, Manual i-ng the-cords ,10,,and 11, to the vertical arm 12, mounted uponithe end'of a',rock shaft l3 ,whic h isprovided with suitahle'bearin'gs n the framework; andcan .be turned to the right :01 left, by ,means of the hand lever 14.

The trontplanes' '6,. ,and ,7,-are controllable in unison, their movement beingefi'ected 'by means of .a lever arm .17, secured to "the axle 8', and -,p1v0t ally.attached to the .front end of a connecting rod 18 which lpivotally attached'at: 46, to a piston ,rod 43, whichis provided with alhandle: 19, whereby the ay ator can pushor pull the connecting-rod and-tiltftheyframe 5, which ,supportssaid front wings-6, and .7.' The -,.hand lever 14,

and thejhandl'e19,-, are so 1ocated as to be accessible from the seat '20, whichis intend- ,ed to be occupied by the aviator. The mode. A

Jof -inaiiipulating -.,t he se several planes or wings, and the principles of their operation 'are, of course, well understood,.so that it is not necessary ,toflheremake any extended eference' therei; v a g exceptinso far as they ossess iunction's h 1ch directly relate to ,t 'e present inven-.-

- n g- Li side ,planes,-- or wings,- whose adjustment at fects the-lateral position-ofthe ,gieroplane The feature of the present invention resides in an organization which is intended to automatically control the side planes 1, and 2, and the front planes 6, and 7, independently of any manual operation, and as a direct consequence of the departure of the aeroplane from a predetermined normal equilibrium, either laterally or f0re-and-aft. To this end I provide a power operated system, whereby the side planes1, and 2, or

the front planes 6, and 7, or both sets thereof, may be mechanically shifted, and I combine, with said system, controlling elements actuated by gravity, in accordance with changes of position of the respective main axes of the aero-plane, with relation to the plane of the horizon. In the instance shown, the power operated system is pneumatic, the source of supply being an air-pump 25, located in convenient relation to and driven by the internal combustion engine 27, which runs the propeller. Said air pump discharges into a reservoir 28, having an outlet pipe 29, which leads to a forwardly extending pipe 30, communicating by means of a branch pipe 31, with a valve chest 32, containing a rotatable valve, whose details are shown in Fig. IV, which represents a vertical transverse section through the valve chest on a plane passing through the axes of the inlet and outlet pipes connected therewith. Referring to said Fig. IV, it will be noticed that the valve chest 32', has an inlet port 33, into which the branch pipe 31, leads,

a and that it also has lateral discharge ports 34, and 35, which are in diametrical alinement with one another, and an exhaust port 36, which, together with inlet port 33, are in quadrant relation to the discharge ports. The valve 37, is mounted upon the rotatable stem 39, and has the configuration shown, that is to say,when it is in what may be termed the neutral position, indicated by the sectional view of Fig. IV, the actuating fluid is cut off from both the discharge ports 34, and 35', and from the exhaust port 36. Rotative movement however, in either direction will result in throwing the inlet port 33, into communication with one of the discharge ports 34, and 35, the other one of said ports being simultaneously thrown into communication with the exhaust port 36.

Disregarding for the moment, the elements by which the valve is to be rotated, I will now trace by reference to Fig. I, the connections from the discharge ports 34, and 35, respectively. The port 3.4, communicates by means of a pipe 40, with one end of a pressure cylinder 41, while the other discharge port 35, communicates by means of the pipe 42, with the other end of said cylinder. The cylinder 41, is provided with a piston mounted upon the piston rod 43, sliding in suitable guides in the framework, the front end of said rod being pivotally secured at 46, to the rod 18, which shifts the front planes 6, and 7. The rod 43, protrudes through the cylinder, at each end, and is provided with a spiral compression spring 44, at each extremity, only one of these springs'being visible in Fig. I. Said springs cushion the movement of the piston to some extent, and also tend to restore the piston to a central position in the cylinder. The cylinder 41, is also provided with bleeder cocks 45, as shown in the enlarged view of Fig. V, which can be thrown fully open by means of the rod 48,".1 spring 49,

tending to restore said cocks to a slightly open position, the extent of the orifice thus permanently open being determined by the adjustable stop collar 47. Said bleeding orifices modify the immediate effect of the admission of compressed air, and also can be thrown fully open by the aviator to permit the manual shifting. of the piston rod 43, by means of the hand lever 19, without undue effort. To avoid confusion, these bleeder cocks and their adj unctive mechanism are omitted from the general view of Fig. I. It will thus be seen that by the admission of air under pressure to either. end of the cylinder 41, a corresponding movement of the piston rod will be effected and the front planes 6, and 7, will be tilted upward or downward.

Automatic control of the valve 37, to admit the air in the desired direction, is effected by the elements shown in front view in Fig. II, and in partial side elevation in Fig. III. The -valve stem 39, protrudes through the valve chest as shown in Figs. II, and III, and carries at its outer extremity a handle 50, rigidly attached thereto by means of a set screw 51, passing through the collar 52, the axis of the handle being in line with median axial plane of the valve. A plate 53, preferably disk-shaped as shown, is freely mounted upon the valve stem 39, in rear of the collar, said plate having a plurality of ratchet teeth, indicated comprehensively at 54, upon a segment of its upper periphery, which teeth may appropriately correspond with degrees of the circumference of a circle, and may be numbered accordingly, on either side of a zero point, which is visible through an aperture 55, in the handle 50. A pendulum rod 56,

Upon the rear of the handle 50, is mounted a spring-actuated grip-lever 60, whose lower end 61, is adapted to engage with the ratchet teeth 54. By means of this griplever and ratchet disk the handle 50, (and consequentl the valve stem 39), may be locked to t e pendulum rod 56, in any desired angular relation, throughout the range of the ratchet teeth 54. In the position in which the parts are represented in Figs. 11 and III, the grip lever is engaged with the ratchet teeth at zero, the axis of the handle 50, and consequently the median plane of the valve 37 being in direct alinement with the axis of the pendulum rod 56, and hence, when the alinement of the ports 34, and 35, of the valve chest is horizontal, the pendulum rod 56, will be vertical, and the valve 37, will be in the neutral position shown in Fig. IV. If now the valve chest be tilted laterally in either direction, the pendulum rod 56, will maintain its position with relation to the center of ravity of the earth, and since the said pen ulum rod is locked to the valve 37, tlie valve chest will shift its position with relation to said valve, so as to. open communication between the inlet port 33, and one of the discharge ports 34, or 35, according to the direction of the inclination, the other of said ports being thrown into communication with the exhaust port 36. If, however, the handle 50, be turned and the grip lever be brought into engagement with the ratchet teeth upon either side of zero, the median plane of the valve 57, will have been turned with relation to the axis of the pendulum rod 56. Since the pendulum rod remains constantly vertical, 2). horizontal relation of the ports 34, and 35, will correspond with an open position of the valve, in one direction or the other, and the valve will only be closed when the ports 34, and 35, assume an angular relation'to the plane of the horizon, corresponding with the arc of departure from zero, represented by the point of engagement of the grip lever 60.

Returning now to the general view of the aero-plane in Fig. I, it will he noted that the valve chest 32, is mounted in parallel relatic-n to the fore-and-aft main axis of the aero-plane, and that the pendulum rod 56, is free to swing in a fore-and-aft direction. When the acre-plane tilts in that direction, a movement of the valve chest 32, with relation to the pendulum rod, will take place, such movement resulting in changes of position of the valve ports with relation to the valve 37. Thus, assuming the gri lever 60, to be set at zero, the neutral position of the valve will correspond with a horizontal position of the fore-and-aft main axis ofthe aero-plane, since the alinement of the discharge ports 34, and 35, is horizontal. So long as this position is maintained, there will be no tendency on the part of the pendulum to move with relation to the valve chest, and consequently the valve 37 will 'remain in a closed position, as shown in Fig. IV. If, however, the front end of the aeroplane tilts-downward, the pendulum will J maintain its vertical position and arotary movement of the valve chest 32, with relation to the valve 37, will occur in such direction as to open communication between the inlet port .33, and the discharge port 35. The compressed air passing through this channel to the pipe 42, is delivered to the front end of the cylinder 41, forcing the piston and piston. rod 43, rearward and pulling the connecting rod 18. The point of attachment of the connecting rod 18, to the lever arm 17, bein above the axle 8, this rearward pull of t e rod 18, will shift the frame 5, carrying the planes 6, and 7, so

as to raise their front ends and de ress their rear ends, thus affording a de ection of their surfaces adapted to produce a rise of the front end of theaero-plane. As soon as this rising movement has progressed sui ficiently to again bring the main fore-andaft axis of the aero-plane to a horizontal csition, the ports 34, and 35, of the v. ve chest will resume their horizontal position with relation of the valve, so that access of compressed air to the cylinder 41, will be cut off. Thereupon, the rear spring 44, will tend to shift the piston to its central position, the bleeding orifices permitting the escape and access of air on opposite sides thereof, and this movement of the piston rod will occasion a forward thrust upon the connecting rod 18, which will tend to restore the normal position of the frame 5, and planes 6, and 7. If, on the other hand, as the result of this action, or from any other cause, the front end of the aero-plane rises beyond the predetermined position of normal equilibrium, fore-and-aft, the reverse relative movement of the valve chest with relation to the pendulum rod will occur, and compressed air will be admitted to the rear end of the cylinder 41, forcing the piston forward and thrusting upon the piston rod 43, and connecting rod 18, so. as to tilt the frame 5, and deflect the forward ends of the front planes 6, and 7, downwardly. This position of the front planes is adapted to cause a descent of the front end of the structure. Hence, the tendency of the pendulum, when the valve stem is adjusted at zero, will be to maintain the main fore-and-aft axis of the structure horizontal. If, however, the aviator desires to set the apparatus so that. the normal tendency shall be, for instance, for the front end of the aero-plane to rise,

the handle 50, and grip lever 60, are shifted set in that one of the notches which corresponds to the desired angle of flight with relation to the plane of the horizon. By reason of this ad uStment the pendulum rod 56, will be at an angle to the median plane of the valve 37, so that when the alinement of the discharge ports 34, and 35, is horizontal, (the pendulum rod remaining vertical), communication will be established between the inlet port 33, and the discharge port 35. Access of air to the front of the Cylinder will thereupon be permitted, and the rearward movement of the piston will result in tilting the front planes 6, and 7, so as to direct the flight upward. When, however, the flight has attained an angle corresponding to the setting of the valve with relation to the pendulum rod, the relative position of the valve ports and valve will be such as to close the discharge port 35, and hence there will. be no further tendency to tilt the plane until downward departure from that direction of flight occurs, when the effect of the pendulum will be to reestablish communication between the ports 34, and 35, and thus give the proper corrective movement to the front planes 6, and 7. As the control of the valve by means of the pendulum is constant and immediate upon any departure from the normal equilibrium, fore-and-aft, the necessary adjustments of the planes 6, and 7, will occur promptly, but too great a degree of sensitiveness is prevented by reason of the springs 44, and also by the bleeding apertures in the cylinder 41, which afford a primary relief against the full pressure at the commencement of each movement, and permit the escape and'access of airon either side of the piston, when the valve is assuming a closed position. The side wings 1, and 2, are controlled by a similar group of elements arranged at right angles to thosr just described. In the drawings (Fig. I) the details of the valve chest and pendulum are not visible, since they are supposed to be concealed by the front portion of the apparatus, but it will be understood that in this case the axis oLthe valve stem lies in a fore-and-aft direction, or at right angles to the axis of the stem 39, and hence the pendulum is free to swing laterally instead of fore-and-aft.

Assuming the existence of a valve, valve chest, pendulum and connecting elements identical with those just described, but working at right angles thereto, the pipes 70, and 71, lead from the respective discharge ports of the valve chest and cross one another, as shown, to opposite extremities of the cylinder 72, which is arranged transversely to the aero-plane. This cylinder is provided with a piston and a piston-rod 7 7, which protrudes at each end, the protruding ends being provided with springs 7 3, and 74, respectively, whose functions are similar to those of the springs 44. Cords 75, and 76,

lead from the respective ends of the piston rod, to points of attachment on the rear edges ofthe side planes 1, and 2, so that when one ofsaid cords is pulled the rear portion of the plane to which it is attached,

,will be raised, and the motion transmitted through the cords l0, and 11, will cause the rear portion of the opposite plane to be depressed. Assuming now that the valve Which controls access of compressed air to the cylinder 72, is set at zero, the position of normal equilibrium laterally, will be when the main transverse axis of the aero-- plane is horizontal, and consequently the alinement of the discharge ports of that valve chest is also horizontal. In this position the valve will close said ports, the piston in the cylinder 72, will be in its neutral position, and the planes 1, and 2, will be horizontal. If, however, the aero-plane tilts laterall the displacement of the valve chest with relhtion to the pendulum rod will cause the valve to open communication between the inlet port, and that one of the discharge ports which is tilted below the horizontal line. Thereupon, compressed air will be admitted to the cylinder 72, at the extremity which is towardthe high side of the structure. The airwill cause the piston rod 73, to pull upon the cord attached to the rear edge of the side plane upon that side of the structure which is highest, thus raising that side plane and (by means of the cords 10, and 11), depressing the rear edge of the side plane upon that side which is lowest. The tendency of the side planes in their new position, will be to restore the main transverse axis of the aero-plane to a horizontal position, whereupon, the supply of compressed air being shut oil from the cylinder, the springs 73, and 74, will tend to bring the piston to the central position, access and escape of air being permitted by the bleeders of the cylinder. In this case, as in the one previously described, the pendulum rod can be adjusted at any desired angle to the median axial plane of the valve, so that the closed or neutral position of the valve shall correspond with a tilt of the transverse main axis of the structure at any predetermined angle to a horizontal plane.

The above described automatic controlling mechanism does not interfere with the use of the ordinary ,manual controlling mechanism for effecting the desired movements of the front and side planes, since, by opening the bleeder cocks 45, of the respective cylinders to the full extent, the movement of the piston, which accompanies the exercise of manual control, willnot be seriously impeded. Manual control of the bleeder cocks 45, is attained by shifting their rods 48, in one direction, and obvious y if the cylinders are not so located as to peranism may be accomplished by the same mit the rods to. be-conveniently reached by the aviator from his position upon the seat 20, cords (not shown in the drawin s), may readily be connected therewith to facilitate operation. The employment of the spring 49, renders it only necessary to positively shift the cocks 45, toward the full open position, since they will be automatically returned by the spring 49, to the normal position of partial opening. By means of the adjustable stop 47, said cocks can be adjusted so as to aflord any desired constant areaof opening for the normal bleeding required.

Having thus described a particular embodiment of'my invention, I desire it to be understood that neither the applicability thereof, nor my claims thereto, are limited to such embodiment. Thus, in any flying machine, whether of the heavier than air type, or of the balloon type, which is provided with suitable mechanism, adapted to determine the position of the fore-'and-aft axis, or the lateral main axis of the structure, with relation to the general plane of the horizon, automatic control of said mechgeneral principle of construction and mode of operation.

The essence of the invention resides in the following characteristics: First, that I employ power actuated operating mechanism-for said determining members; second,

that I employ controlling devices for the power, whlch are characterized by the fact that an element thereof partakes of the tiltlng movements of the general structure with 're erence to the plane of the horizon, while a correlated element maintains what may be considered as-a fixed relation to the plane of the horizon, so far as concerns tiltin of the general structure in a. given direction; and third, that the movement of said first mentioned, or tilting, element of the controlling mechanism, with relation to the second or comparatively fixed element, shall apply or shut off the power from the o eratlng mechan sm. ,Hence, 1? must be un erstood that the organization described in detail in the foregoing specification, is simply typical of the application of my invention, and that the character of the flying machine, its directing devices, the power actuated operating mechanism and the controlling mechanism for the power, are each and all susceptible of variation without departure from the spirit of my invention.

I apply the general term equilibrium maintaining devices, to indicate comprehensively the deflecting elements, such as wings, planes, etc, which afl'ect the position of the main axis, or axes, of the general structure, with relation to the general plane of the horizon. I apply the term co-tilta fixed. relation to the general plane of the I horizon as against movement of the stucture in a particular direction, although, as is obvious fromthe foregoin description, said stable element may parta re of the general movement of the structure in other directions than the one for which this constancy of relative position is important. In the instance shown, the quasi-stable element is apendulum, but its function could obviously be performed by any equivalent device capable of maintaining a comparativel fixed position with relation to the other e ement or elements. These terms I consider desirable because they avoid too great circumlocution in the language of my broad claims. For the same reason I employ the term fl ing machine to indicate comprehensive y the various types of structures susceptible of control by a system embodying my invention.

I do not herein claim broadl in an acre-- plane the combination of a main plane, lateral dip-correcting means comprlsing surfaces adjustable to dilferent angles of incidence to the air flowing past the plane, longitudinal dip-controlling means, a gravity-influenced weight for operating the lateral dip-correcting means, and manuallyoperated devices independent of the weight for actuating the longitudinal dip-controlling means. Nor do I claim in an air ship, a horizontal plane, balancing wings at opposite sides of the planes ad'acent to the transverse ends thereof, a vertically tiltable blade at the end of the machine for directing the vertical angle of flight, separate hinged depending and swingin members havmg their axes disposed at su stant1ally right angles. to each other, connections between one of said swinging members and the wings for automatically.controllingthe lateral dip of the machine in elther directlon, and other connections between the other swinging member and blade for controlling the angle of fli htor incllnatlon of the machine in the direction of, travel. Furthen more, I do not claim in a flying machine broadly a pressure cylinder, plston and piston rod, the latter being operatlvely connected to an equilibrium-maintaining device,

opposing the movement thereof under the pressure of the fluid, whereby shock is avoided upon the application of the power to the equilibrium-1naintaining device.

I claim 1. In an automatic controlling system for a dirigible air-craft, said system comprising with relation to the axis of said pendulum and set in difl'erent positions.

2. In a dirigible air craft, the combination of an equilibrium-maintaining device; a pressure cylinder piston and piston rod, said piston rod being operatively connected with said device, and being also manually movable independently of the power; a source of supply for fluid under-pressure to said cylinder; an automatic controlling mechanism for said fluid; and a bleeding device for said cylinder, whereby free manual operationof the equilibrium-maintaining device, through the medium of the piston rod, is permitted in the absence of application of power.

3. The combination of an elevating plane, a fluid pressure cylinder operatively connected with the plane, a rotary valve for controlling the flow of fluid to the cylinder, a pendulum depending from the valve for r0- tating the same to effect automatic adjustment of the plane, and means on the stem of the valve for rotating the valve independently of the pendulum to adjust the said plane.

4. The combination of an elevating plane, a fluid-pressure cylinder operatively connected With said plane, a rotary valve for controlling the flow of fluid to the cylinder, a pendulum depending from the valve for retating the same to effect automatic adjustment of the plane, a handle fixed to said valve, and means cooperating. with said handle for indicating a predetermined adjustment of the valve relative to said endulum.

5. The combination of an elevating plane, a fluid pressure cylinder operatively connected with said plane, a rotary valve for controlling the fiovv of fluid to the cylinder, a pendulum depending from the valve for rotating the same to effect automatic adjustment of the plane, a handle fixed to said valve, a disk loosely mounted on the valve adjacent said handle and provided at its'edge with a series of indicating notches, and a "grip-lever carried by said handle for engagmg certain of said notches to indicate a predetermined adjustment of the valve relative to the pendulum.

In testimony whereof, I have hereunto signed my name, at Philadelphia, Pennsylvania, this eleventh day of November, 1909.

WILLIAM B. OLIVER. Witnesses:

JAMES H. BELL, E. L. FULLERTON. 

